Signaling system for automobiles and other vehicles



Feb. 11, 1936. I H. s. DAVIS 2,030,246

SIGNALING SYSTEM FOR AUT O MOBILES AND OTHER VEHICLES Filed Dec. 7, 1933 11 sheets-sheet 1 Free whee ling 61% Freewax $122k I I00 82 I06 64 Tmnsmi'ssrjorb m. 11, 1936. H, s, DAVI v R 2,030,246

SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Dec. 7, 19:53 11 Sheets-Shut 2 Continued 83 100 E l 18b 1001 420: 226 m m m L226- 1/2 128, 12? 203 m 2 9 k J A I) 3 L I 200 m m 1 1 I25 m I m 227 Feb. 11, 1936.

H. s. DAVIS SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER V EHIOLBS Filed Dec. '1, 1933 SYMBOLS I one cvou: or IAIN FLRSHINF SWITCH I BLUE LT 77 YELLOW LT: 78 L. DIR. LT 109 R. DIR. T I90 VEHICLE STANDISTILL IGNITION SWITCH PARKING- LIGHT SWITCH 0 N DIRECTIONAL SIGNAL SWITCH OFF ACCELERATOR IDLE Y EMERGENCY BRAKE TRANSMISSION MECHANISM -Q$Qb FREE wII ELIIIcr MECHANISM F%%''%JE"C-%@ ,MAN. DIMMER CUT-OUT swITcH flgfl l------ IBLUE LT. 77 i iYELLDW LT. 78 ,L.I IR. LT. 185 I R. DIR. LT. 19o

VEHICLE on Io MPH IGNITION SWITCH on PARKING LIGHT swITEH DIRECTIONAL SIGNAL swITcII OFF ACCELERATOR IDLE EMERGENCY BRAKE TRANSMISSION MECHANISM {25%} 1 III I. IJIIIIMER CUT-OUT swITcR 11 Sheets-Shoot HAXIHUH BRILLIANCY LESS THAN HAXIHUU BRILLIANGY III/III. DIMMER CUT-OUT swITcII v PARKING- LIGHT SWITCH ONE GYGL; 0F "MN I FLI sIIIIIq swrTnII BLUE U:

'TELLovI LT. 78 ,L. DIR. LT. 189 IR. oIR. LT, :90

VEHICLE STANDSTILL IGNITION swITcH I 0N PARKING LIeIITfswITcH DIRECTIONAL SIGNAL svIITcII OFF AccEL-ERAToR OPERATED EMERGENCY BRAKE on TRAIIsIIIIssIoII IIEcIIAIIIsm 25%?5 FREE WHEELING MECHANISM{FIROE'E'EIFIIWE?IIIG lBLIIE LT. 77 i j -i ELmII LT. 78

s ;R.DIR. LT. 19.0

VEHICLE \O-TO Io MPH IGNITION SWITCH I on ,OF"F DIRECTIONAL .SIGNAL swITcII on LEFT ACCELERATOR IIIL EMERGENCY BRAKE TRANSMISSION MECHANISM FREE WHEELING MECHANISM {gg'g'g m MAN. ITIM IIER cuT-oIIT swIToII {199;

Feb. 11, 193

smnALiua H. S. DAVIS SYSTEI FOR AUTOMOBILES AND OTHER VEHICLES Filed Dec, '7, 1933 "l i-- iBLUE LT. T! :YELLow LT. Te !L. DIR. LT. 109 i iR. DIR. LT. 19o

VEHICLE 0 T0 I0 MPH IGNITION SWITCH PARKING LI'GIIT SWITCH DIRECTIONAL SIGNAL SWITCH 0N RIGHT ACCELERATOR EMERGENG'Y BRAKE TRANSMISSION MECHANISM FREE WHEELING MECHANIS MAN. DIMMER CUT-OUT swITcH IDLE Is" FF Eu RAL oRwARo cGNvE I-IoAIAL FREE wIIEELm 'BLuE L 11 :vELLow LT- 75 EL. DIR. LT. 1&9

VEHICLE IGNITION SWITCH PARKING LIGHT SWITCH i'R. DIR. LT. 190

IRII DIRECTIONAL SIGNAL SWITCH 0N LEFT AcGELERAToR EMERGERGY. 'BRAKE TRANSMISSION MECHANISM oPERATEo I OFF FREE wHEELIIIG MECHANISM Igggyggggqga IIIAII. DIMMER CUT-OUT SWITCH OFF .11 Sheets-Sheet 4 FREE wHEELIrIG MECHANISM gg'ga nfigm IGNITION SWITCH PARKINGLIGHT SWITCH DIRECTIONAL sIGnAL SWITCH 0N RIGHT MAN. DIMMER CUT- OUT swITcH' OFF v iBLuE LT. T7 nIELLow LT. 7,5 !L. DIR. LT. 159 n. DIR. LT. 190

vEIIIcLE' 0T0 Io MPH ACCELERATOR OPERATED I EMERGENCY BRAKE OFF TRANSMISSION MECHANISM I %Q'5,

FREE wIIEELING MECHANISM {gggg gg-gg'mg MAILDIIIMER GUT-OUT SWITCH OFF Feb. 11, 1936.

H. s. DAVIS SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES I Filed Dec. 7, 1935 coNVE N TIONAL FREE WHEELING FREE WHEELING MECHANISM M-AN. DIMMER CUT-OUT swITcII --iR. DIR. LT. Iao

vEI-IIcLE IGIIITIoII swITGII 0N PARKING LIGIIT s IIITcII DIRECTIONAL sIGN/IL swITcII 0N RIGIIT l0 T040 MPH ACCELERATOR 1 IDLE EMERGENCY BRAKE {5% TRANSMISSION MECHANISM ;53%Q.;

coNvgIjIomL FREE WHEELING MECHANISM MAN. DIMMER LUT-OUT SWITCH FREE WIIEEL IIIG 11 Sheets-Street 5 J yl/ L iBLUE LT. 71 iYELLOW LT. 76 :L. DIR; LT. 189

IR. om. LT.Iso

VEHICLE IGIIITIoII sw TcII 0N PARKING 'LIGIIT swITcII {5&1 DIRECTIONAL SIGNAL swITcII 0N LEFT AccELE IIToR IDLE EMERGEIIGY BRAKE TRANSMISSION MECHANISM {33%2Qk FREE wIIEELIIIG MECHANISM ggz iw g'gm MAN. 'DIMMER CUT-OUT SWITCH GIL IOTO d0 MPH iBLUE LT. 71 {YELLOW LTJa IL. DIR. LT. 183 FR. DIR. LT. 1590 VEHICLE mo .10 MPH IGNITION swITcII 0N PARKING LIGHT swI cII DIRECTIONAL SIGNAL swITcII OFF ACCELERATOR OPERATED.

EMERGENCY BRAKE OFF TRANSMISSION MECHANISM 253%}35 FREE WHEELIIIG MECHANISM gg'g g-qggm] MAN. DIMMER GIIT-ouT swITcII OFF Feb. 11, 1 936.

I IsLuE LT. 77 |YELLOW LT. 76 L. DIR. LT. we iR. DIR. LT so I vEIIIGLE l0 T020 MPH IGNITIoN SWITCH o N PARKING LIGIIT SWITCH Q- I] DIRECTIONAL sIGNAL sv ITcII 0N LEFT ACCELERATOR OPERATED EMERGENGY BRAKE OFF TRIINsNIIssIoN MECHANISM {253%}? FREE wIIEELING MECHANIS ENERGENGY BRAKE TRANsNIssIbN MECHANISM FREE WIIEELING MECHANISM MAN. INNNIER GuT-ouT sINITcII Q! 7 QFF NEU T RAL FORWARD GoNvENTIoNI L 1 H. s. DAVIS SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Fil ed Dec. 7. 1953 11 sheets-shed s I I v IaLuE LT.7 pIELLow LT. 15

IL. DIR. LT.1es

EMERGENCY BRAKE in. DIR. LT.1ao

vE IIGLE I0 T0 .10 MPH IGNITION SWITCH ON PARKING LIGHT SWITCH {2 DIRECTIONAL SIGNAL swITcII 0N RIGHT ACCELERATOR OPERATED OFF TRANSMISSION MECHANISM {5%}33 FREE vIIIEELING MECHANISM FREE ITI'HEELING MAN.DIMMER GUT-OUT SWITCH OFF i iBLUE .LT. 77

| YELLOW LT. 76 IL. DIR. LT.1I1a I I iR. DIR. LT.130 v IIIcLE Y .20 T0 NvIx. MPH

IGNITION swITGII ON PARKING- LIGIIT SWITCH DIRECTIONAL SIGNAL SWITCH .ON LEFT AGGE ERIITGR IDLE ENERGENGv BRAKE TRANSMISSION MECHANISM IZL'EE I QQQ FREE wIIEELING MECHANISM coNvENTIoNIIL MAN.DIMMER CUT-OUTSWITCH' v I L I Feb. 11, 1 936. H. DA /Is I 2,030,246

,SIGNALING' SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Dec. 7, 1933 11 Sheets-Sheet 7 I I. I I I iBLUE LT. T7 I iBLuE LT. ,77

I {YELLOW LT. 78 ZYELLOW LT. 76 I !I DIR. LT. 15S IL. DIR. LT.1D9 i I iR DIR. LT.1so iR. IR. LT.190

vEIIIcLE JOTO NANN PII VEHICLE I JOTO N/Ix. MPH

IGNITION SWITCH 0N IGNITION SWITCH ON PARKING LIGHT swITcII PARKING LIGHT SWITCH {5 1 DIRECTIONAL SIGNAL SWITCH 0N RIGHT DIREcTIoN/IL SIGNAL SWITCH OFF ACCELERATOR IDLE ACCELERATOR IDLE EMERGENCY BRAKE EMERGENGY BRAKE I TRANsNIss oN MECHANISM figgggggg- TRN sNIssIoN MECHANISM #5,%Q5

FREE WHEELING NEcIIN'NIsN CONVENTIONAL FREE WHEELING MECHANISM FREE WHEELING MAN. DINN R CUT- OUT SWITCH 5%] MAN. DINNER GUT-OUT SWITCH W20. I W21 7 I I I iBLUE LT. 77 iBLUE LT. 77 YELLOW LT. 76 {YELLOW I178 |L. DIR. LT. 159 IL. DIR. LTJBS iR. DIR. LT. 19o iR. 'DIR; LT.19

VEHICLE .zoTo MAX. MPH VEHICLE JOTO MAX. MPH

IeNITloNswITcII ON IGNITION SWITCH ON .PARKING LIGHT SWITCH I {5% PARKING LlGI-IT SWITCH DIRECTIONAL SIGNAL SWITCH ON LEFT DIRECTIONAL SIGNAL SWITCH ON RIG-HT AccELERAToR IDLE ACCELERATOR I LE EMERGENCY BRAKE Q EMERGENCY BRAKE {3%} .TRANs IssIoN MECHANISM 253%2'3 TRANSMISSION NEcN/I IsN I g g-1,535 FREE WHEELING MECHANISM FREE WHEELING FREE WHEELING MECHANISM FREE WHEELING MIIN. DIMMER CUT-OUT SWITCH 5% MAN. DINNER CUT-OUT SWITCH' I Feb. 11, 1936.

H. s. DAVIS IGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Dec. -7, 1933' TRANSMISSION MECHANISM @EHQB FREE WHEELING MECHANISM .gg'g sfigmg MAN. DIMMER GUT-OUT SWITCH OFF flyzz I iBLUE LT. 77- :YELLOW LT. 75

IL. DIR. LT. 189. IR. DIR. L'I'.190

VEHICLE IDTO MAX.MPH

IGNITION SWITCH 0N PARKING LIGHT w|TcR I}; DIRECTIONAL. SIGNAL SWITCH ON RIGHT ACCELERATOR I OPERATED EMERGENCY BIRAKE oFF TRANSMISSION; MECHANISM {255%23; FREE WHEELING MECHANISM FREE wuEE mo MAN. DIMMER cuT-uT SWITCH OFF 11 Sheets-Sheet a iBLUE LT. 77 ;YELLow LT. 15

DIRECTIONAL SIGNAL SWITCH ON LEFT AccELERAToR OPERATED EMERGENCY BRAKE OFF II UT A TRANSMISSION MECHANISM g g g N NAL FREE WHEELING MECHANISM F%; '3.Lg MAN. DIMMER CUT-OUT SWITCH ,oFF

I iBLUE LT. 77 :YELLOW LT. 78

IL. DIR. LT. 1553 IR. DIR. LT.19O

VEHICLE 0T0 IOIMPH IGNITION SWITCH ON PARKING LIGHT SWITCH Q DIRECTIONAL SIGNAL SWITCH oF ccELERAToR OPERATED EMERGENCY BRAKE. OFF

' AL TRANSMISSION MECHANISM 255% FREE WHEELING MECHANISM i,%'g%g%'1,i MAN. DIMMER CUT-OUT SWITCH ON Feb. 1 1, 1936;

H. s. DAVIS SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Dec, '7, 1933 j kyzfi.

! iBLUE LT. 77 .YELLow LT. 76

L. DIR. LT. 189- iR. DIR. LT. 190' VEHICLE 0T0 Io MPH IGNITION SWITCH ON PARKING LIGHT swI'TcI -g] DIRECTIONAL sIeN L SWITCH ON EFT AocELERATbR OPERATED ENIEReE'NcIIv BRAKE OFF I TRANSMISSION .MECHANISM @ggggg;

DIREcTIONAL IGNAL SWITCH OFF ACCELERATOR OPERATED ENIERc-ENcY BRAKE OFF TRANsmIssIoN MECHANISM 23%;;

FREE WHEELINC- MECHANISM gg'ga ggm NAN. DIMMER CUT-OUT SWITCH ON 11 Sheets-Sheet 472 21 BLUE LT. 77 YELLOW LT.7B

' L. DIR. H.183

R. DIR. LT. 180

VEHICLE I IGNITION swITcII oN PARKING LIGHT swITcII DIREc IoNAL SIGNAL SWITCH ON RIGHT AccELERAToR OPERATED EMERGENCY BRAKE OFF TRANSMISSION MECHANISM @EQ E Q FREE WHEELING MECHANISM FREE WNEELINE- NAN. DIMMER cuTou'T SWITCH 0N iBLUE LT. 71 gvELLow LT. 76

EL. DIR. H.183 'R. DIR. LT.190

I0 T0 IAAx. MPH

IGNITION swI cII I 0N PARKING LIGHT swITcH DIRECTIONAL SIGNAL swITc I- oN LEFT VEHICLE ACCELERATOR OPERATED EMERGENCY BRAKE OFF TRANSMISSION MECHANISM 'figifik FREE WHEELING MECHANISM gg'g gg-g gggg MAN. DIMMER CUT-OUT SWITQH Feb. 11, 1936.

H. 's. DAVIS SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Dec. 7, 1933 I iBLUE LT. 71 IYELLOW LT. 76 iL. DI LT.Ias iR. DIR. LT.13O

VEHICLE Io To MAX. MPH

IGNITION SWITCH ON PARKING LIGHT swITcII DIRECTIONAL SIGNAL SWITCH 0N. RIGHT ACCELERATOR OPERATED EMERGENCY BRAKE OFF TRANSMISSION MECHANISM pgg -ggg FREE WHEELING MECHANIS .ig'g flg'flggl N/III. DIMMER CUT-OUT SWITCH 0N WHITE LT, 187

BLUE LT. 77 YELLOW LT. 78

L. DIR. LT. 185

R. DIR. [E130 5T T L VEHICLE 45.1 IGNITION SWITCH 0N ARKING LIGHT SWITCH V DIRECTIONAL SIGNAL SWITCH 0N LEFT ACCELERATOR IDLE NEReENcI BRAKE TRANSMISSION MECHANISM REVERSE FREE WHEELING MECHANISM CONVENTION/IL MAN. DINNER CUT-OUT swITcII I};

11 Sheets-Sheet.

I j zyJ/f ACCELERATOR VEHICLE BLUE LT. 77 YELLOW LT. 76 L. DIR. LT.188I

sTnNIgTILL BACKWARD ON {an OFF OFF Ilwgfim] EMERGENCY BRAKE TRANSMISSION NEcH/INIs REVERSE FREE WIIEE'LINE MECHANISM CONVENTIONAL MAN. DINNER GUT'OUT swITcII WHITE LT. 35? BLUE LT. 77

YELLOW LT-Ta L. DIR; LT.189 R. DIR. LEIso .S AN D TlLL BACKWARD IGNITION 'SWITCI'I PARKING LIGHT SWITCH E DIRECTIONAL SIGNAL SWITCH ON RIGHT ACCELERATOR IDLE EMERGENCY BRAKE TRAII'sNIssIo MECHANISM REVERSE FREE WHEELING MECHANISM CONVENTIONAL MAN. DIM MER CUT- OUT SWITCH @zzw R. DIR. LT. 190

Feb. 11, 1936.

H. s. DAVIS I 2,030,246

SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Dec." '1, 19:53 11 Sheets-Sheet 11 $2754 Jfi'ydi WHITE' LT. 16? 4%WHITE LT. 151 BLUE LT- 77 IBLUE LT. 77

- YELLOW LT. 75' 'YELLOW LT. is

L. DI R.- LT.|189 T L. DIR. LT.185 I R. DIR. LT. 190 R. DIR- LT. 1S0 VEHICLE ;;2,?3.1L% VEHIVCLE 33%??? mums SWITCH on IGNITION swlfcu' l on PARKINGIYLI'GHTISWITCH 43%|. PARKLNQ LIGHT SWITCH {5%.1 DIRECTIONAL SIGNAL SWITCH ON LEFT DIRECTIONAL SIGNAL SWITCH 0N RIGHT ACCELERATOR OPERATED ACQELERATOR OPERATED EMERGENCY BRAKE OFF EMERGENCY BRAKE OFF. TRANSMISSION MEEHANISM, REVERSE TRANSMISSION MECHANISM REVERSE FREE (WHEELING MECHANISM CONVENTIONAL MAN. DIMMER GUT-OUT swwcu 4.}

' FREE wHEELme MECHANISM CONVENTIONAL MANIDIMMER cuT-ouT SWITCH {1%} WHITE El. 187 BLUE L1. 77

- --'-YELLow LT. 78

L. DIR. LT. 169 R. DTR. LT. 19o

VEHICLE BACKWARD IGNITION sw|TcH 0N PARKING LIGHT SWITGH DIRECTIONAL SIGNAL SWITCH OFF ACGELER ATOR EMERGENCY BRAKE TRANSMISSION MECHANISM REVERSE Patented Feb. 1 1, 1936 SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER. VEHICLES Henry S. Davis, West Haven, Conn. I Application December 7, 1933, Serial No. 701,280 33,Claims.' (Cl. 177-311) The invention relates to an improvement in signaling systems and particularly to signaling systems for automobiles and other vehicles.

One of the objects of the present invention is 5 to provide reliable and effective automatic means,

whereby the conditions under which a vehicle isbeing operated will be indicated to extraneous observers, that is to say, observers outside, of thevehicle such, for instance, as drivers of other automobiles, pedestrians, etc.

Another object is to provide superior automatic means whereby an observer extraneous to the vehicle is informed of the intent of the driver of a vehicle before the vehicle is set in motion.

A further object is to provide superior means which will automatically indicate to those outside the vehicle, changes in the condition of the operating features of the vehicle, as such changes may take place.

A still further object is to provide superior signaling means, whereby the approximate speed of the vehicle will be indicated to an observer outside of the vehicle.

Another object is to provide means whereby conditions of acceleration or retardation or both will be indicated to extraneous observers. 7

Still another object is to provide superior automatic signaling means for indicating the intended direction of travel of the vehicle.

.10 A further object is to provide improved signaling means combining certain of the features above referred to.

Other objects and advantages will appear to those skilled in the art from the following, considered in conjunction with the accompanying drawings and appended claims.

In the accompanying drawings:

Fig. 1 is a schematic and diagrammatic illustration of one form which a signaling system may assume in accordance with the present invention; and

Figs. 2 to 36 inclusive are diagrammatic views respectively representing the action of the various signal lights in response to various combinations of settings of the operating features-of an automobile.

The particular signaling system'herein chosen for the illustration of the present invention includes the usual storage battery 50 having one I t of its terminals connected in the usual manner by a conductor 5| to a ground. The opposite terminal of the storage battery 50 .is connected by means of a wire 52 to an ignition switch generally designated by the numeral 53 and to a parking-light switch generally designated by the numeral 54, the usual ammeter 55 being interposedin the wire 52 as shown. In conjunction with the storage battery 50 a generator 55 isem-' v ployed, one terminal of which is connected by a wire 51 toa ground, while the other terminal of 5 the said generator is connected by a wire 58 to trically engage contacts 60 and 6|, the contact 60 being connected by means of a wire 62 to .the 15 ignition system (not shown) of an automobile. The-contact 6| of the said ignition switch constitutes an extra contact", so to speak, inasmuch as it does not form a feature of an ordinary ignition switch, and is connected by means 20 of a. short wire 63 to what, for convenience ofdescription, may be termed a main wire 64 leading eventually to the blade 65 of a manuallyoperable dimmer-cutout switch generally designated by the numeral 66 and including also a 25 contact 61. The main wire 64, while leading to the dimmer-cutout switch 86 as just described, also has tapped into it various auxiliary wires, as will morefully hereinafter appear.

The parking-light switch 54 above referred to 50 includes a blade 68 and contacts 69 and T0, the latter has connected to it one end of the main wire 54 just above referred to, while the contact 59 is connected by a wire 12 to the usual pair of parking-lights 13 located at or near the front 35 of the vehicle and, one terminal of each of which is connected to a ground as shown.

Leading off from the main wire 64 above referred to is a wire ll leading to a contact 15 forming a feature of a switch generally designated 40 by the numeral 16 and which, for convenience of description, may be described as an acceleratoroperated brilliancy-control switch, for the reason that it is automatically operated by theaccelerator of the vehicle and participates in deter- 45 mining the brilliancy of a pair of signal-lights l1 and 18, which may properly be termed speeds indicating lights", The said lights 11 and 18 are preferably differentially colored as indicated in the accompanying drawings. The brilliancy- 50 control switch 16 just referred to also includes a normally-stationary contact 19 and a movable arm or blade an, which latter is carried by but insulated from an accelerator-pedal 8|, which latter is urged upwardly by a spring 8|. 56

Connected to the blade 88 of the bri1liancy control switch 16 just above referred to is a main wire 82 connected at its opposite end to the stationary contact 83 of an automatic dimmer-cutout switch 84 which also includes a flexible blade 85 and a second stationary contact 88 which latter is connected by means of a wire 81 to the main wire 84 before referred to. The flexible blade 85 of the switch 84 is connected by means of a wire 88 to the base of the flexible blade 88 of an automatic main flashing-switch generally designated by the numeral 88 and including, in addition to the said blade 88, contacts 8|, 82, and 83.

Connected into the main wire 84 is a wire 84 I leading to a blade 85 forming a feature of a brake-operated brilliancy-control switch, generally designated by the numeral 88 and including also a contact 81 engageable by the said blade 85, which latter is carried by but insulated from an emergency-brake pull-rod 88 forming a usual feature of an automobile, and adapted to be operated by a hand-lever 88. The contact Not the and including also a contact I85. The said blade I83 is moved into its open-circuit position by means of a spring I83- and is moved into its closed-circuit position by a lever I83 constituting the "free-wheeling control lever of the vehicle. nected into a main wire I88 which latter is connected at one end to the flexible blade I81 of an auxiliary flashing-switch, generally designated by the numeral I88, and including also'a contact I88. The opposite end of the main wire I88 is connected to the pivotal blade II8 of magnetic material of a magnet-operated selecting-switch,

generally designated by the numeral III, and including in addition to the blade II8, contacts I I2 and H3. Intermediate its ends the main wire I88 has connected into it a wire II4 leading to the contact 18 of the accelerator-operated brilliancy-control switch 18.

Connected into the main wire 84 adjacent its upper end, as viewed in the drawings, is a wire I I5-leading to a normally-stationary contact II8 of a magnet-operated dimming-switch, generally designated by thenumeral H1. The said wire II5 extends also to the normally-stationary contact II8 of a magnet-operated motor-control switch, generally designated by the numeral H8.

The magnet-operated dimming-switch H1 includes in addition to the contact II8, above referred to, a pivotal blade I28 of magnetic material andv having a spring I2I or equivalent means normally'exerting an'eflort to hold the blade I28 out of engagement with the contact H8. The saidv blade I28 is in turn connected by a wire I22 to the contact 82 of the main flashing-switch '88 before referred to, and has interposed in it a dimming-resistance I23 acting on occasion to dim j the brilliancy of the speed-indicating lights 11 and 18, before referred to, in amanner as will be hereinafter described.

In order to provide a shunt circuit for current from the wire 84 to the contact 82 of the main The opposite end of the wire I82 is conflashing-switch 88 so that the effect of the dim-' ming-resistance I23 and automatic dimmingswitch II1 may be in effect eliminated, I connect to the normally-stationary contact 81 of the manually-operable dimmer cutout switch 88 a wire I24 which is connected at its opposite end into the wire I22 on the side of the resistance I23 remote from the dimming-switch II1.

The contact 8I of the main flashing-switch 88 is connected by what may be termed a main wire I25 to the pivotal blade I28 of magnetic material of a magnet-operated selecting-switch, generally designated by the numeral I21 and including contacts I28 and I28. The said se1ecting-,

switch I21 corresponds to the selecting-switch l I I before referred to.

Returning now to the auxiliary flashing-switch I88, the contact I88 thereof is connected by a wire I38 to the main wire 84, and the outer end of its flexible blade I81 is provided with a roller I3I bearing against the rearrface of a rotary and reciprocating cam-head I32 mounted upon a secondary shaft I33 for rotation therewith, but with ,capacity for limited axial movement with respect thereto. The said cam-head I32 is connected to the secondary shaft I33 for the purpose just described, by means of a key I34 and a relatlvely-long keyway I34", and is urged axially toward a complementary rotary cam-head I35 by a helical spring I38 bearing at one end against the .said cam-head I32 and at its opposite end against a peripheral cam I31 rigidly secured to the secondary shaft I33 and acting to flex the blade 88 of the main flashing-switch 88 away from the contacts 8| and 82 of the said switch and into engagement with the contact 83 thereof.

On the side of the cam I31, opposite the camhead I32, the secondary shaft I33 has rigidly secured to it a spiral gear I38 which is meshed into and driven by a spiral pinion I38 loosely mounted at the outer end of a shaft I 48 of an electric motor I4I, which motor acts when energired to drive the said secondary shaft I33 at a speed corresponding to the speed at which the said shaft would be driven by the movement of the vehicle when the same is traveling forwardly at a rate of ten miles per hour, or some other predetermined speed. The said motor I H effects the driving of the pinion l38'and hence the driv ing of the secondary shaft I33 through the intermediary of a suitable ratchet-mechanism which permits the said shaft I33 to be driven independently of the said motor. mechanism herein shown includes a ratchetwheel I48 rigidly secured on the motor-shaft I48, and a pawl I38 pivotally secured to the pinion I38. 8

The motor I4I has one of its terminals connected by a wire I42 to a suitable ground, and has its complementary terminal connected by means of a wire I43 to a pivotal blade I44 of magnetic material forming a feature of the magnet-operated motor-control switch II 8 before referred to. The said blade I44 engages on occasion with the contact II8 of the said switch II8, but is urged .by means of a spring I45 into-engagement with a contact I48, alsoJorming a feature of the said switch and connected by means of a wire I41 to a ground.

The forward face of the rotary and reciprocating cam-head I32 before referred to is provided with two (more or less) diametrically-opposite wedge-shaped cam-lugs I48-I48 adapted on occasion to alternately engage a similarly-shaped cam-lug I48 carried on the adjacent face of the rotary cam-head I35, which latter is rigidly secured to what may be termed a primary shaft I arranged coaxially with respect to the secondary shaft I33, which latter, however, is rotatable independently of the primary shaft I50 by means of the motor I4I as'will be hereinafter described.

When the speed of the secondary shaft I33, under the urge of the motor I4I, exceeds the speed of the primary shaft I50, which latter is driven by the vehicle as will hereinafter be described, the sloping faces of the cam-lugs I48I48 of the cam-head I32 will alternately engage the sloping face of the cam-lug I49 of the cam-head I35, so that for each revolution of the secondary shaft I33 in excess of the speed of the primary shaft I50, the rotary and reciprocating cam-head I32 will be twice slid rearwardly axially of the shaft I33 so as to similarly flex the blade I01 of the auxiliary flashing-switch I08 to periodically engage the said blade with the contact I09.

The outer end' of the primary shaft I58, above referred to, has rigidly secured to it a bevel gear I5I meshed into and driven by a bevel pinion I52, rigidly secured in turn to a governor shaft I53 extending at a right angle to the axes of the shafts I33 and.I'50 before referred to. The said governor shaft I53 may be driven in any approved manner from a running feature of the automobile, but as herein shown, the said shaft is driven by a'speedometer shaft I54 extending into a transmission-housing I55 and connected in the usual manner (not shown) to the drivesh'aft I56 of the'automobile.

I53, as thus arranged, is virtually interposed intermediate the ends of the speedometer shaft ferred to, is located adjacent the respective I54, though as before noted, the governor shaft I53 may be driven in any approved manner from a-running feature of the automobile.

The governor shaft I53 has mounted upon it a centrifugal. ball governor I51, one of the sleeves I58 of which is rigidly secured to the said shaft, while its complementary sleeve I59 is free to reciprocate upon the saidshaft as the weights of the said governor'move inwardly and outwardly in the ordinary manner of ball governors.

-The reciprocating sleeve I59 of the centrifugal governor I51 is formed with an annular groove I50 receiving a pin I5I projecting from a lever I52 pivoted at its lower end and carrying at its upper end a suitable block I63 of insulation which engages with a pivotal blade I84 forming a feature of what may be termed a centrifugal switch I55. The said switch I65 includes also a contact I55 having its blade I54 urged toward the upper end of the lever I52 by a spring I61. The switchblade I54 of the centrifugal switch I55 is connected by a wire I58 to a suitable ground, while the contact I65 thereof is connected by a wire I58 to one terminal of a helical coil I10 forming a future of an electromagnet, generally designated by the numeral HI and including also a magnetic core I12. i

One end of the electromagnet I1I, above reswitch-blades I20 and I44 for magnetically attracting the same, while the opposite end of the said core extends adjacent a blade I13 of magnetic material and forming a feature of a so.-.

The governor-shaft wardly away from the adjacent end of the electromagnet "I.

The opposite terminal of the coil I10 from that connected to the wire I69, is connected by a wire I11 to the main wire 54 before referred to. The contact I15 of the magnetic free-wheeling switch I14, just referred to, is connected by a wire, I18

to the contact I05 of the manually-operable free-wheeling switch I04, while the blade I13 is connected by a'wire I19 to the wire 88, so that the two said free-wheeling switches I04 and I14 are connected in series.

Returning now to the automatic dimmer-cutout swicth 84 which is mounted adjacent the transmission-housing I55 as shown, theifiexible blade 85 of the said switch is adapted on occasion to be engaged by a thrust-shoe I80 for being thereby flexed away from its complementary contact 83 and into engagement with the opposite contact 86 of the dimmer-cutout switch 84. The thrust-shoe I80 is preferably formed of insulating material and is mounted upon the rear end of a gear-shifting slide I8I schematically indicated in the accompanying drawings and forming a utuai feature of an automobile transmission and constituting the first-speed and reversespeed slide thereof.

As the slide I8I of the transmission is moved rearwardly by a conventional gear-shift lever I8I for shifting the transmission mechanism into reverse, it acts through the intermediary of the thrust-shoe I80 to flex the blade',85, as above described, and also acts to flex a similar blade I82, adjacent the dimmer-cutout switch 84, into engagement with a contact I83 forming a feeture, together with the said blade I82, of a back- I81 is connected by a wire I88 to an adjacent ground.

For the purpose of selectively energiz'inga leftdirection light I89 and a right-direction light I98 a direction-signal switch is employed which is generally designated by the numeral I9I and includes a blade I92 adapted to alternately engage a left contact I93 and a right contact I94. The said blade I82 may be manually operated directly for energizing the respective signal lights I89 or I90, or the same may be automatically operated, such for instance as by connecting the same to a portion of the steering apparatus of the automobile.

'The blade I92 of the direction-signal switch I9I is connected by means of a wire I95 to the wire 62 leading from the ignition switch 53 to the ignition apparatus. The left contact I93 of the switch I9I is connected by means of a wire I95 to a pivotal blade I91 formed of magnetic material and constituting a feature of an automatic switch generally designated by the numeral I98. The

said automatic switch I98 may, for convenience of description, be termed a constant-brilliancy cutoutswitch which also includes a contact I09 and a spring 200, which latter exerts a constant effort to engage the blade I911with. the said contact I99. The contact I99 of the switch I98 is connected by means of a wire 20I to one of the terminals of the left-direction light I89 before described.

Tapped into the wire I90 is one. terminal of a coil 202 forming a feature of an electromagnet, generally designated by the numeral 203, and encircling a core 204 formed of magnetic material, one end of which is located adjacent the pivotal switch-blade I91 of the switch I99 so as to, upon occasion, move the said switch-blade out of engagement with the contact' I99. The opposite terminal of the coil 202 is connected by a wire 205 to a contact 206 forming a feature of a direction-light periodicity-control switch, generally designated by the numeral 201. The said switch 201 also includes a switch-blade 209 mounted upon the emergency-brake pull-rod 99 before referred to, and is adapted to simultaneously engage the contact206, as well as a contact 209, so as to, on occasion, connect the said contacts 206 and 209 to a. ground through the intermediary of the said pull-rod 9B.

Tapped into the wire 205' just above referred to is a wire 2I0 extending to a contact 2" forming a feature of a second direction-light periodicity-control switch generally designated by the numeral2l2 and including a blade 2I3 grounded as shown and carried by the accelerator-pedal 8 I The said switch 2I2 includes also a contact 2 engageable' by the blade 2I3 and connected by a wire 2I5 into a wire '2I6 extending between the One end of the electromagnet 2I9 is located adjacent the magnetic blade I I0 of the selectingswitch- III, while its opposite end is located adjacent a pivotal blade 220 formed of magnetic material and constituting a feature of a constantbrilliancy cutout-switch generally designated by,

the numeral 22I. The switch 22I corresponds to the similar switch I98 before described, save that it actsupon the right-direction light. I90, rather than upon the left-direction light I99. The switch 22I also includes a spring 222 exerting a constant effort to swing the blade 220 into engagement with a contact 223, which latter is connected by a wire 224 to one terminal of the right-direction light I90. The blade 220 of the switch 22I is connected by a wire 225 to the contact I 94 of the direction-signal control-switch I9I. The terminal of the electromagnet-coil 2I1 opposite from that connected to the wire 2I6 is connected to the wire 225 just referred to.

The selecting-switch I21 has its contact I29 connected by means of a wire 226 to the wire 20I leading from the switch I98, while the complementary contact I28 of the switch I21 is connected by a wire 221 to one terminal of the bulb 11 constituting one of the two complementary speed-indicating lights 11 and";

The contact II2 of the selecting-switch III is connected by a wire 229 to the wire 224 leading from the contact 223 of .the switch 22I. The complementary contact II3 of the switch III is connected by a wire 229 to one terminal of the speedindicating light,18 'before, referred to. In order that the following description of operation may be made clearer, it seems pertinent to of the same will be energized so as to provide what may be termed a steady light, both alone and in conjunction with the concurrent flashing of both of the speed-indicating lights 11 and 10. On other occasions, either the left-direction light I89 will be caused to flash in substantial consonance with the speed-indicating light 10 or the right-direction light I90 will be caused to flash in substantial consonance with the speedindicating light 11.

Furthermore, on other occasions, the left-direction light I09 maybe caused to give a flashing signal at the same time that the speed-indicating light 18 is giving'steady light. Under still another set of circumstances, one of the directionlights, such for instance as the light I90, may be steadily energized, while at the same time one of the speed-indicating lights, such for instance as the light 11, is producing a flashing light.

Thus an almost indefinite number of combinations of signals may be provided with the apparatus illustrated to indicate to an extraneous observer the conditions under which a vehicle is being operated, or to indicatev the settings of certain operating features of the vehicle when the same is at a. standstill.

For the purpose of a clearer understanding of certain of the various combinations of signals and the effects which the setting of the various operating features of the vehicle may have thereon, reference may be had to the graphic charts shown in Figs. 2 to 36. inclusive of the accompanying drawings, the symbols of which will be hereinafter described in detail.

For the purpose of description, let it be presumed that the vehicle is at a standstill and that the operator has turned the ignition-switch 53 into its on position and has moved the emergency-brake lever 99 into its 0115" position, and I further that the various manually-operable "control features of the automobile are in the positions shown in Fig. 1.

Under theconditions recited, the wire 94 will be supplied with current and will in turn supply current through the short wire I11 to the electromagnet "I, the circuit being completed through the centrifugal switch I55 (now in its closedcircuit position) to a ground. When the electromagnet "I is energized as just described, it will automatically pull the blade I13 into its opencircuit position and concurrently shift the blades I20 and I respectively into engagement with the contacts H0 and H9.

With the blade I drawn toward the electromagnet I1I as just described, the circuit will be completed to the motor I4I, with the result that thesaid motor will operate at its predetermined rate. of speed, which in the present instance is a speed suflicient to drive the secondary shaft I33 at a speed corresponding to the speed at which it 'would, under other circumstances, be driven diserve to cause the flexible blade 99 of the main flashing-switch 90 ,to alternately engage the said blade with the contact 93 on one hand, and then on the other hand, jointly engage the said blade with the contacts 9I and 92, so as to alternately energize the so-called speed-indicating lights 11 and 19 once each during each revolution of the secondary shaft I33, these flashings of the lights 11 and 19 being respectively of equal duration. and each enduring during approximately each half-revolution of the said secondary shaft I33.

At the same time that the main flashing-switch- 93 is being operated as above described, the camhead I32 rotating, as it does, with the shaft I33, is periodically slid rearwardly by the coaction of the cam-lugs I49 and I49 twice for each revolution of the-said secondary shaft I33 with respect to the primary shaft I60, which latter under the. present circumstances is stationary. This reciprocation of the cam-head I32 in turn effects the flexing of the blade I01 of the auxiliary flashing-switch I09 to thus cause the said blade to engage with the contact I09 for relatively brief intervals twice during each revolution of the secondary shaft I33.

. Attention may be here called to the fact that the blade I01 of the auxiliary flashing-switch I09 dwells in engagement with the contact I09 for but a very brief interval as compared to the dwells of the blade 99 of the main flashing-switch 90, which latter endure for approximately half of each revolution of the secondary shaft I33.

Thus under the conditions above described,

with the auxiliary flashing-switch I09 operating in conjunction with the main flashing-switch, the wire I06 will be periodically energized to cause the speed-indicating light 19 to flash for a period of very brief duration as compared to the longer flashes occasioned by the main flashlug-switch 90. This brief flashing occurs concurrently with the flashing of the speed-indicating light 11 by the said main flashing-switch 90.

Under the above-described conditions, therefore, during any given revolution of the secondary shaft I33, the/speed-indicating light 11 will be caused, during a given half-cycle of the said shaft, to flash during substantially all of such half-cycle and at the same time, at some variable point during this half-cycle flash, the complementary speed-indicating light 19 will very briefly flash. The next half-cycle of operation will cause the light 19 to flash alone during substantially all of such half-cycle.

At this place, attention may be called to the significance of the accompanying charts, Fig. 4 I

of which-indicates the conditions just above described. The gap between the lateral brokenline boundaries represents one complete revolution or cycle of the secondary shaft I33, and hence of the mainflashing-switch 90. It will be noted that, as indicated in Fig. 4 referred to, the speed-indicating light 11 is on at maximum brilliancy of the first half-cycle indicated, while the speed-indicating light 10 is on at maximum brilliancy during the remaining half-cycle. will also be notedthat while the light 11 is giving a relatively-long (half-cycle) flash, the light 19 is very briefly illuminated in conjunction therewith by the operation of the auxiliary flashing-switch I09, as above described.

Individual settings of the operating features of the vehicle (some .of the settings being opiional as is also indicated) are indicated in Fig. 4 (as well as in the other charts).

As a logical next step in the operation of the vehicle, let it be presumed that the operator now to actually put the vehicle in motion, the oper ator would throw theblade I92 of the directionvsignal switch I9I to the left to engagethe same with the contact I93, and thus feed current to the wire I96 leading to the electromagnet 203 and the switch-blade I91 of the constant-briliiancy cutout-switch I99.

By this action, the electromagnet 203 will be energized (the'circuit being completed through the now-closed switch 2I2) with the effect of moving the switch-blade I91 out of engagement With its complementary contact I99, and at the same time shift the blade I26 of the selectingswitch I21 out of engagement with the contact I29 and into engagement with the contact I29. This shifting of the blades I26 and I91 by the action of the electromagnet, as just described, cuts out the speed-indicating light 11 and substitutes therefor the left-direction light I99,

which later will now flash alternately with the speed-indicating light 19 as indicated in Fig. 5; Incidentally, during the relatively-long flash of the left-direction light I99, the speed-indicating light 19 will be briefly energized by the auxiliary flashing-switch I09, as before stated, to co-mingle, so to speak, a. short flash with the longer flash of the said light I99, all as indicated in Fig. 5 referred to.

In the event that the operator of the vehicle should have intended causing the movement of the vehicle in a direction both forward and to the right (instead of in a direction forwardly and to the left as before described), the operator, under such conditions and before putting thevehicle in motion, would have-moved the blade I92'of the direction-signal switch I9I into. engagement with the contact I94, under which circumstances the signals would be substantially reversed, inasmuch as the right-direction light I would be.

Having described the character of the signals I produced when the vehicle is at a standstill with various settings of the direction-light switch I", let it now be presumed that the vehicle is caused to be moved forwardly and to the left by an appropriate operation of the clutch, etc., and the depression of the accelerator-pedal 8|;

The depression of the accelerator-pedal 9|, as described, shifts the blade 80, carried by it, out of engagement with the-contact 15 and into engagement with the contact 19 of the brilliancycontrol switch 16, thus increasing the resistance of the circuits controlled by the main flashingswitch 90 by interpcsing the dimming-resistance I23 in such circuits, without, however, similarly affecting the circuits. controlled by the auxiliary flashing-switch I09.

Concurrently with the depression of the accelerator-pedal 9| and the operation of the switch 16, the periodicity-control switch 2I2 will be moved into its open-circuit position, to thus interrupt the circuits of both of the electromagnets 203 and H9, and insure that the same will not be energized when the direction-signal switch I9'I is closed. This condition insures the steady illumination of the direction-lights I89 and I90 when speed-indicating lights 11 and 18 will concurrently flash at less than maximum brilliancy during substantially all of a given half-cycle of operation of the main flashing-switch 90; the auxiliary flashing-switch I08 meanwhile serving to bring the said lights 11 and 18 up to full brilliancy for a very short length of time during the halfcycle just described, all as indicated in Fig. 8. Also, the speed-indicating light 18 will be given a very brief flash of maximum brilliancy during the half-cycle succeeding the half-cycle just above referred to. Meanwhile, during all or the flashing just described, the left-direction light I89 will remain on steadily, as indicated in Fig. 8 referred to.

When the vehicle is in motion, as described, the primary shaft I50 instead of remaining stationary, as theretofore', wiil now be rotated by the movement of the vehicle itself and in the same direction as the direction in which the secondary shaft I33 is being driven by the motor Ill. Thus as the vehicle gathers speed, the relative speeds between the cam-heads I32 and I will be proportionately lessened, with the result that the operation of the auxiliary flashing-switch I08 will occur with gradually decreasing frequencies,

and the time at which the circuit is closed by the 4 said auxiliary flashing-switch will shift with respect to the time at which the main flashingswitch 80 is effecting the flashes of longer duration under its control.

Thus, under the conditions just described, the Y auxiliary flashing-switch I08 will cause the flashing of one or more of the lights at frequency-rates which are inversely proportional to the forward speed of the vehicle, i. e., flashes occur with progressively-decreasing frequency as the speed of the vehicle increases its forward speed up to the 10 M. P. H. speed referred to.

When in the increasing speed of the vehicle, the speed thereof reaches ten miles per hour, the primary shaft I will then be rotating at the same speed as that at which the secondary shaft I33 is being rotated by. the motor I4 I whereupon no further relative movement will occur between the cam-heads I32 and I35, so that the said camhead I32 will no longer be reciprocated and hence the auxiliary flashing-switch I08 will cease to be operated.

As the speed of the vehicle increases above ten miles per hour, the flat face of the cam-lug H9 of the cam-head I35 will engage the fiat face of one of the lugs I48 of the cam-head I32 and thus cause the primary shaft I50 to drive the secondary shaft I33 at a one to one ratio and in consonance with the speed of the vehicle. such conditions the pawl I38 and ratchet-wheel I40 will permit the shaft I33 to run ahead, so to speak, of the motor I I I.

Under the conditions now being described, the auxiliary flashing-switch I08 is out of action, but the main flashing-switch is continuously active and its rapidity of action increases with the increasing speed of the secondary shaft I33 under the driving urge of the primary shaft I50, so that the signal now given would correspond to that schematically shown in Fig. 14, wherein both of the speed-indicating lights are shown as flashing concurrently at lessthan maximum brilliancy during a given half-cycle of the main flashingswitch 90, while the left-direction light I88 remains steadily illuminated.

Now that the speed of the vehicle has attained a forward speed of 10 M. P. H., or slightly more, let it be presumed that the vehicle is turned in Under a straight-ahead direction rather than in a direction forwardly and to the left as before. Under these conditions, the blade I92 of the direc tion signal-switch I9I will be thrown into a. neutral position to thus cut the direction-lights I89 and 180 out of action. The signals now being given would correspond to those indicated in Fig.

13, being at this time merely the concurrent flashing of the speed-indicating lights 11 and 18 at less than maximum brilliancy for a period of a half-cycle of the main flashing-switch 90.

When now the vehicle attains a predetermined speed, such for instance as20 M. P. H., the centrifugal switch I will be moved into its opencircuit position by the action of the ball governor I51, with the result that the circuit through the coil I10 of the electromagnet "I will be broken. Upon the de-energization of the electromagnet Hi, the switch-blades I20, I and I13 will be released to the action of their respective springs and each will swing away from the adjacent end of the core I12 of the said electromagnet Ill.

The retirement of the switch-blade I as just above described will serve to disconnect'the mo tor III from a source of current-supply and will also serve to ground the same.

The retirement of the blade I20 of the automatic dimming-switch II1 will break the onlynow-existing path of current-supply to the speedindicating lights 11 and 18, whereby the action of the same will be from this point on discontinued until such time as-another set-up of the'operating features ofthe' automobile is made in the manner as will be hereinafter described.

If during the forwId movement of the vehicle as above described (at a rate in excess of 20 M. P. H.), it is desired to make a turn, the blade I92 of the direction signal-switch I9l will be thrown either to the left or right, as the case may be, whereupon either the left or right direction-lights I89 or I90 will be steadily illuminated, as indicated in Figs; 23 and 24 respectively.

In the foregoing description of operation of the Vehicle, it has been presumed that the accelerator-pedal 8I has been depressed as before stated to cause the active forward propulsion of the vehicle and that the free-wheeling control-lever I03 has been in a position to provide the socalled conventiona or non-free-wheeling drive for the vehicle.

Now if theoperator desires to slow up the vehicle, he will remove foot pressure from the accelerator-pedal 8I to permit the same to be re tired by its spring 8| to thus return the blade 80 of the brilliancy-control switch 16 into engagement with the contact 15 and also return the blade 2I3 of the direction-light periodicity-control switch 2I2 into engagement with the contacts 2H and 2.

The removal of foot pressure from the acceleratorepedal 8| and the consequent shifting of the blade 80 of the switch 18 as above described will re-establish the flow of current to the main flashing-switch 30 and hence to the speed-indicating lights 11-and 18 controlled thereby.

The speed-indicating lights 11 and 18 will now be alternately flashed (one half-cycle each) at maximum brilliancy in the manner indicated in Fig. 10 until such time as the speed of the vehicle If on .the other hand the blade I92 of the direction-signal switch I9I should be thrown to the right during the diminution of the speed of the vehicle to not less than 10 M. P. H., the electromagnet 2I8 will be energized to shift the switch-blades H and 220 to thus cause the alternate flashing at maximum brilliancy of the right-direction light I90 and the speed-indicating light 11.

when in the slowing up of the vehicle, the same reaches a speed of less than M. P. H., a. speed differential will exist between the vehicle-driven primary-shaft I50 and the secondary shaft I33 which is now being driven by the motor III; it being understood in this connection that previously when in the diminution in. speed of the vehicle thesame reached a speed a fraction less than 20 M. P. H., the centrifugal governor I51 acted ,to re-close the switch I65 and thus reenergize the said motor III.

The difference inspeed now existing between the shafts I80 and I38 will occasion the reciprocating movement of the cam-head I32 and hence the opening and closing of the auxiliary flashing-switch I08 to thus again provide relativelybrief flashes intermingling or alternating with the relatively-long half-cycle flashes occasioned by the main flashing-switch 80, the differences existing at the start of the relative movement between the shafts I33. and I50 being indicated.

in Fig. 4. It will be understood, of course, that as the speed-of the vehicle decreases more and more below 10 M. P. H., the speed of the secondary shaft I83 (a rate corresponding to 10 M. P. H) will to a greater and greater extent exceed the speed of the vehicle-driven primary-shaft I50 so that the auxiliary flashingswltch I08 will be operated at increasingly rapid intervals. 1

The change in the rate of operation of the auxiliary flashing-switch I08 as above described will cause the very brief flashes occasioned by the said switch to shift in position with respect to the half-cycle flashes occasioned by the main flashing-switch 80, as indicated in 'Fig. 4 by the broken-line short-flash of the speed indicating light 18.

If when the speed of the vehicle has diminished below 10 M. P. H. as above described, the direction-signal switch I9I is moved to indicate .a left direction of travel, signals corresponding to those shown in Fig. 5 will be given. If, on the other hand, the direction-signal switch I9I is moved to indicate a right direction of travel, signals corresponding to those shown in Fig. 6 will be given.

When the speed ofthe vehicle entirely ceases and the same is stationary, the. signals given will be the standstill signals previously described.

The preceding description of the operation of the signaling-system during the diminution in speed of the vehicle covered the efiect produced when the vehiclewas being operated under conventional drive, i. e., when the free-wheeling control-lever I08". was. in its conventional drive position. Y

Let it now be supposed that the vehicle is coasting along at a speed in excess of 20 M. P. H.,

with the lever I03 set in its free-wheeling posi- 7 tion (and hence the manual free-wheeling switch I04 in its closed-circuit position) and the accelerator-pedal 8i relieved of foot pressure.

Under these conditions, the speed-indicating light 18 will be constantly illuminated, while'the complementary speed-indicating light 11 will flash on and off in conjunction therewith, as indicated in Fig. 19.

If during the condition 'justabove described the direction-signal switch IBI should be operated to indicate a left direction of travel, the speed-indicating light 11 will cease flashing in conjunction with the complementary light 18, and the left-direction light I89 will be substi tuted therefor, as indicated in Fig. 20. If on the other hand the direction-signal switch I8I is thrown to indicate a right direction of travel.

under the conditions recited above the speed-indicating light 11 would flash on and off in conjunction with a continuous illumination of the right-direction light I90'as indicated in Fig. 21. If desired, however, .by a very simple change in the connections, the signal last described can be made to cause the steady illumination of the speed-indicating light 18 together with a flashing of the right-direction light ISO-a situation just the reverse of that indicated in Fig. 20.

When the speed of the vehicle, under the conditions just above recited, diminishes below 20 M. P. H., the centrifugal governor I51will act to restore the centrifugal switch I65 to its closedcircuit position, thereby reenergizing the electromagnet "I to effect the re-starting of the motor I and also to disengage the blade I13 of the magnetic'free-wheeling switch I14 from the contact I15, thereby breaking the circuit previously established by the closing of the manual freewheeling switch I04. t [The signals given during the diminution in speed of the vehicle below 20 M. P. H. under a free-wheeling set-up will correspond to those above described in connection with the similar diminution in speed when the set-up is for conventional drive. I

If under certain conditions, such for instance as in foggy weather, it is desired to insure the The closing of the said manual dimmer-cut-' out switch 66 also insures the concurrentfiashing at maximum brilliancy of speed-indicating lights 11 and 18 at speeds above 20 M.'P. H. when the particular set-up of the operating features of the vehicle otherwise causes an opencircuit condition to exist between the main wire 64 and the lights 11 and 18, whereas, under the conditions referred to, in the absence of the closing of the said switch 66, the said lights 11' and 1.8 would not be energized at speeds above 20 M. P. H. in the particular embodiment herein chosen for the illustration of the present invention.

A brief description will now be given of the signals given when the transmission is set to effeet the reverse travel of the vehicle.

To eifect the reverse travel of the vehicle, the gearshift lever I8I is appropriately moved 'to shift the slide IIII rearwardly, which moveand 18 of dependence upon the brilliancy-control' switch 18 and establishes a more direct path from the main wire 64 to the blade 89 of the main flashing-switch 98 to thereby supply current to the said speed-indicating lights 11 and. 18 independently of the brilliancy-control switch 16. The engagement of the blade 85 with the contact 88 also serves to relieve the direction-light circuits of dependence upon the said brilliancycontrol switch 18 and establishes more direct paths independently thereof, as may readily be traced by reference to Fig. 1.

Under the conditions just above described, the

1 signal given will include in addition to the constant illumination of the backing-light I81 the alternate flashing at maximum brilliancy of the speed-indicating lights 11 and 18. A very brief flashing of the speed-indicating light 18 will occur concurrently with the longer flashing of the complementary light 11, this being caused by the action of the auxiliary flashing-switch I08.

At this time it must be borne in mind that since the vehicle is moving in reverse direction, the primary shaft I58 will be rotating in a direction opposite from normal and. opposite to the direction in which the secondary shaft I33 is being rotated by the motor MI. Thus, the rela tive speeds between the cam-heads I32 and I35 are much increased over those which can occur during the forward travel of the vehicle, with the result that the auxiliary flashing-switch I88 will be operated with greater rapidity as compared to the main flashing-switch 90, and as the speed of the vehicle increases in reverse direction, it will effect the appearance of a multiplicity of brief flashes during each half-cycle flash of the speed-indicating light 11, rather than but a single brief flash, as is the case when the vehicle is at a standstill or traveling in a forward direction. The signal given as above described is graphically represented in Fig. 36.

If during the backward movement of the vehicle the blade I92 of the direction-signal switch ISI should be moved to the left, while the accelerator-pedal 8I is free of foot pressure, a signal corresponding to that indicated in Fig. 32 will be given, in which figure it will be noted the speed-indicating light 11 ceases to flash and the left-direction light I89 flashes in its stead.

If on the other hand during the backward movem nt of the vehicle as above described, the acceler tor-pedal 8| is depressed while theblade I92 is in its left position, a signal will be given corresponding to that shown in Fig. 34, in which flgure it will be noted that the left-direction light I89 is steadily illuminated and both the speedindicatirig lights 11 and 18 are alternately flashing.

In Fig. 33 is represented the signals given whenthe vehicle is moving with the accelerator idle and! the direction-signal switch-blade I92 moved to the right for indicating a right rearward turning movement. Fig. 35 represents the signal given under the conditions just described save that the accelerator-pedal 8| is depressed.

' From the foregoing it will be seen that various readily-understood signals are given to an extraneous observer, such for instance as the driver of a following vehicle, to guide the latter in his movements with respect to the vehicle equipped with the present invention. The signals produced by the apparatus herein illustrated may be varied considerably but in most respects are readily comprehended by an observer with little or no previous instruction. For instance, the brief flashing caused by the auxiliary flashing-switch I88 during the reverse travel of the vehicle is of much greater frequency and hence of a more arresting nature than when the vehicle is either standing still or moving in a forward direction.

The invention may be carried outv in other speciflc ways than that herein set forth without departing from the spirit and essential characteristics of the invention, and the present embodiment is, therefore, to be considered in all respects as illustrative and notrestrictive, and all changes coming within the meaning and equivalency range of the appended claims are intended to be embraced therein.

I claim: 1, A signaling system for vehicles including two signal-lights; a source of electrical energy;

conducting-means for interconnecting the said source of electrical energy and the said signallights; automatic flashing-switch means timed by a running part of a vehicle and acting to cause pulsations in the currentflow in the said conducting-means varying with the speed of the vehicle: and selecting-switch means constructed to selectively divert the said current-pulsations to the said signal-lights concurrently or alternately and operated by aspeed-control member of the vehicle as an incident to the movement of such speed-control member.

2. A signaling system for vehicles, including two signal-lights; a source of electrical energy; conducting-means for interconnecting the said source of electrical energy and the said signallights; automatic flashing-switch means timed by a running part of a vehicle and acting to cause pulsations in the current-flow in the said conducting-means; and selecting-switch means automatically shiftabie by a speed-controlling feature of the vehicle and constructed to selectively divert the said current-pulsations to the said signal-lights concurrently or alternately as an incident to the normal operation of the said speed-controlling feature.

3. A signaling system for vehicles, including a speed-indicating light; a pair of, complementary direction-indicating lights; 'a source of electrical energy; conducting-means for conducting current from the .said source of electrical energy to the said lights; and means including a. drivenmember changing in speed in response to changes in the speed of the vehicle and afiecting the current-flow in the said conducting means to cause the automatic flashing of one or the other of the said direction-indicating lights alternately with the said speed-indicating light.

4. A signaling system for vehicles, including two signal-lights; a source of electrical energy; conducting-means for conducting current from the said source of electrical energy to the said lights; means changing its speed in response to changes in speed of the vehicle and acting to cause pukations In the current-flow in the said conducting-means; and double-throw selectingswitch means automatically shiftable by a speedcontrolling feature of the vehicle and acting when in one position to divert the said pulsations to one of the said lights, and when'in another position to divert a steady current thereto and at the same time direct pulsations to the other of the said l shts.

5. A signaling system for vehicles, including a speed-indicating light; a pair of complementary direction-indicating lights; a source of electrical energy; conducting-means for conducting ourrent from the said source of electrical energy to the said lights; flashing-switch means driven and timed by a'running ieatureof the vehicle and af-.

fecting the current-flow in the said conductingmeans to cause the flashing of the said speed-indicating light; a directional signal-switch; an accelerator-operated switch in-series with the said directional signal-switch; and electromagnetic means under the joint control of the said directicnal signaland accelerator-operated switches for selectively cutting-in and cutting-out at least one of thesaid direction-indicating lights for control by the said flashing-switch means. I

6. A signaling system'for vehicles, including two signal-lights; a source of electrical energy;

conducting-means for interconnecting the said source of electrical energy and the said signallights automatic flashing-switch means timed by arunning part of a vehicle and acting to cause pulsations inflthe current-flow'in the said conducting-means to cause the flashing of one of the said signal-lights; and means for supplying current to at least one of the said signal-lights to cause the steady illumination thereof independently of the flashing action of the said flashing-' switch means and concurrently with the flashing of the first-mentioned signal-light by the said flashing-switch means.

'l.- A signaling system for vehicles, including two signal-lights; a source of electrical energy;

. conducting-means for interconnecting the said source of electrical energy and the said signal- -lights; automatic flashing-switch means timed by arunning part of a vehicle and acting to cause pulsations in the current-flow in the said conducting-means to cause on occasion the flashing of both of said signal-lights; and means for supplying steady current to one of .thesaid signallights to cause the steady illumination thereof independently of the flashing action of the said flashing-switch means and concurrently with the action of the latter in flashing another of said signal-lights.

8. A signaling system for vehicles, including two signal-lights; a source of electrical energy;

conducting-means for interconnecting the said' source of electrical energy and the said signallights; automatic flashing-switch means timed another of said signal-- signal-lights; automatic-switch means operated by a running part of a vehicle at arate of speed varying with the speedof the vehicle and acting to cause pulsations in the current-flow in the said conducting-means to cause the alternate energization of first one and then the other of the said signal-lights; and means for supplying current to at least-one of the said signal-lights to cause the steady illumination thereof independently of the flashing action of the said automatic-switch means.

10. A signaling system for vehicles, including two speed-indicating lights; a pair of complementary direction-indicating lights; a source of electrical energy; conducting-means for interconnecting the said source of electrical energy with the said lights; automatic flashing-switch means. operated by a running part of a vehicle at arateofspeedvaryingwiththespeedofthe I vehicle and acting to cause pulsations in the current-flow in the said conducting-means; and means for supphr steady current to at least one of the said direction-indicating lights for the steady illumination thereof independently of the flashing action of the said flashing-switch means at the same time that the latter is acting to cause the flashing of at least one of the said speedindicating lights. v

ii. A signaling system for vehicles, including a signal-light; a source of electricalenergy; conducting-means for conducting current from the said source of electrical energy to the said light;

means operated by a running part of the vehicle and acting to cause pulsations in the current-flow in the said conducting-means of a periodicity varyingwith the speed of the vehicle; means operating at a speed substantially independent of the speed of the vehicle and also acting to cause pulsations in the current flow in the said conductlng-means; and driving-means actuating the last said means in the manner Just specified. p

12. A signaling system for vehicles, including a signal-light; a source of electrical energy; conducting-means for conducting current from the said source of electrical energy to the said light; flashing-switch means operated by a running part of the vehicle and acting to cause pulsations of 'relatively-brief duration in the current-flow in the said conducting means of a periodicity .varying with the speed of the vehicle; means operating at a speed substantially independent of the speed of the vehicle and acting to cause pulsations of relatively-long duration in the currentflow in the said conducting-means; and driving-' means'actuatingthelastsaidmeansinthemannerjust specified.

13. A signaling system for vehicles, including a signal-light; a source of electrical energy; conducting-means for interconnecting the said source of electrical energy and the said signal-Plight; flashing-switch means acting to cause current pulsations in the said conducting-means; first automatic driving means changing in speed with the speed of the vehicle and controlling the frequency-rate of the said flashing-switch means when the speed of the vehicle is above a predetermined speed; and second automatic drivingmeans operating at a speed independent of the speed of the vehicle and acting to' control the frequency-rate "of the said flashing-switch means when the speed of the vehicle falls below the said predetermined speed.

14. A signaling system for vehicles, including a signal light; a source of electrical energy; conducting-means for interconnecting the said source 

